Variable speed and direction power unit



Patented Deca 1, 1953 "VARIABLE SPEED -.AND DIRECTION. POWER UNIT PageiIMarston Schmitt, Bethesda,'Md., assignor to .Taub Engineering Company,Washington, D.-'C., a corporation of Delaware Application February 14, 1952, Serial N0..27.-1-,542

'9 Claims. (Cl. '60-97) The invention relates-to a 'varlabl'e speed and direction power-pack, and ,more particularly to amechanical combination of power units and gearing to provide .,a selectively reversible power output shaft of infinitely .variablespeed and also a constant speed power output shaft.

More especially, this invention relates to .an improvement .in the power-mack described in the .copending 'Iaub application, :Serial .No. 162,062, filed May 15, .1950. The power-pack; disclosed therein comprises twin power units driving the opposite gearsof-a differential gear unit in opposite directions .for power takeoii I from-the orbital gear. .Hence, when thepower units are running at-the same, speed, the'speed of the differential unit orbitalgear is zero. A difference in speed between the two power units, however, revolves the :orbital .gear at a speed proportional to the difierencein speed-between the two power units and in a direction dependent .upon whichpower .unit is running faster. Hence, bythe use of a compensatonspeed regulator for the twin power units ;for varying their speed equally .and oppositely from a predetermined equal speed, the speed of the ,readily reversible power-output shaft .may be varied with great precision.

A differential gear unit, -however, acts as a torque balancing device so that the greater torque of thefasterpower unittends to speed up the slowerpower unit above its correctcompensated speed. Additionally,.notorqueoutput can .be had from adifferential driven inthis manner withoutreaction torqueon the sloweivside. Some reaction willbeprovid-edby the dragging torque of the idling power unit (its .frictionhorsepower) For the ,f-asterpower unit to deliver greater torque than this dragging torque, in order to hold down the vspeed-os-the slower ;power unit and .also to provide the .necessary reaction torque, each powerunit is; -providedwith:-a compensator-controlleditorque absorber, which may be a friction :brake, a generator, a hydraulic ,pump, or other suitable adjustable loading device. Whena particular power nnitisoper-ating :at .or .-above the predetermined equal speed of both power units, its torque absorber provides .no .load. However, when :a ,power .unit *slows below the predetermined .speed, ,its torque absorber is automatically adjusted by the speed compensatorzto: apply. a-load that-is-substantially :-proportional to the .load upon the output shaft, .less the dragging torque of the slow power unit. Stated -inother'words,-the torque absorbereof the slower power ,unit applies ,a-.load-which is proportional :to ,the --speed reduction of the slower power unit belowwthe predetermined-equal speed. Thus; the torque .etending: to.- speed .:up the slower power innit is :counteracted :by the reaction :torque ofritstorque absorber:so that-both power 2 .units run at their desired compensated "speeds.

.The necessity of such torque "absorbers 'for accomplishing accurate control of the speed of the power-pack output shaft, inherently lessens the eihciency of 'thexpower-pack because of the power losses in the torque absorbers.

In addition'to'the torque absorbers, the powerpack disclosed in-the aforementioned copending application is provided with additional means for providing fast accurate response of the-powerpack output shaft to changes in speed of the twin power units. This means consists of a :second difierential gear unit having its opposite gears connected 'to the power units-for drive in the same direction. 'Hence,'the orbital gears of the second difierential will revolve ata constant speed 'proportionalto the sum of the speeds of the twopower units. Driven by the orbital gear is a rotary inertia device, such as a flywheel or a ggenerator. "This inertia device, rotating :at a constant speed, acts as-a-torque fulcrum'to provide temporary torque reaction so that even without the "torque absorbers, an increase in speed of onejpower unit tends to reduce the speed of the other proportionately.

The above described power-pack, while eminently satisfactory *for its intended purpose, is subject to thedisadvantage of lowered efficiency because of the torque absorbers.

Hence, it is-an object of this inventionto-increase the 'efiiciency -of a power-pack of the'type described.

It is anotherobject of this invention to regeneratively utilize a part of the power "absorbed 'in'the torque absorbers of a power-pack of the type described.

It is a further objector this inventionto-'pro videapower-pack of the type described, in which the reaction torque of the torque absorbers 'is regeneratively-addedto the output torque of 'the power-pack output shaft "tothereby increase the efiiciency of the power-pack.

Other objects and advantages of "theinvention will be apparent from the'following description and accompanying drawings, in which:

Figure 1 is-a schematic showing of 'a powerpack embodying this invention.

'Figure "2 is an efficiency chart for a powerppack oithe type described and contrasting the efiiciencies of such pack with and Without this invention.

"Referring "now to the drawings, thereis -"shown 'in Figure 1 a power-pack having .twin internal combustion engines It) and llrotating'in opposite directions. Gears it and I16 on the output shafts 1 and i211, respectively, of the engines, mesh with anddrive inal-to-l ratio-correspondinggears ,22 and .2 4i that-are rotatably mountedon a power packoutput shaft 25. Concentrically secured-tattle. opposed faces-of the gears 22 and 3 2% are the opposite bevel gears 28 and 30, respectively, of a differential gear unit 32, having the pinion gears 3% thereof mounted on stub shafts secured radially on the power-pack output shaft 26.

Hence, when the engines at the same speed, the bevel gears 28 and 30 rotate at the same speed, but in opposite directions, so that the pinion gears 35 do not revolve about the axis of the bevel gears. When the engines i and it run at different speeds, however, the pinion gears 3d revolve and so rotate the power-pack output shaft 25 at a speed proportional to the difierence in speed between the two engines. With the l-to-l driving ratio' shown, the speed of the power-pack output shaft 26 is one half of the speed difference between the engines, since the torque of the output shaft 25 must equal the sum of the torques of the bevel gears 23 and 30 with a corresponding reduction in speed of such shaft to one half of the difference in speed between the bevel gears.

To simultaneously change the speed of the engines It and I2 equally and oppositely from a predetermined equal speed, a speed control, indicated generally at 38, is provided. The particular arrangement here shown is for illustrative purposes only. In general, there can be used any servo type control able to vary the power unit speed control, and the associated torque absorber control, to maintain the relative power unit speeds needed for a certain output speed. In the embodiment illustrated, this control has a constant speed synchronous electric motor to, powered by a source of electrical energy later described, rotating a flat disc t2. Splined to axially aligned rotatable shafts M and d6, disposed diametrically of the disc 52 are a pair of rollers, 50 and 52 respectively, that bear against the face of the disc on diametrically opposite sides of its axis. Hence, rotation of the disc 42 drives the shafts t4 and 45 in opposite directions. A rack is mounted for longitudinal slidable movement parallel to the shafts M and t5. Projecting from the rack 5d are two spaced pairs of ears 55, the ears of each pair straddling a corresponding roller 5!! or 52 and closely fitting into c rcumferential grooves 53 formed in reduced portions of the rollers on opposite sides of their disc-engaging surfaces. 53

Hence, longitudinal movement of the rack 55, by an operating handle 58 of a pivoted segmental control gear 6!, shifts the rollers 5t and 52 equal distances axially along their driven shafts M and d8. When the rollers are equally spaced :2

from the axis or center of the disc 42, the speeds of the shafts as and 46 are equal, but axial shifting of the rollers by the rack 54 will change the shaft speeds equally and oppositely and by an amount proportionate to the movement of the rack.

Each of the two shafts E4 and 46 drives a bevel gear of a separate differential gear unit 62 and 54. Since the operation of each of these differential gear units 52 and 64 is identical, a description of the unit 82 will suffice. The shaft t t, through appropriate gears 55 and a shaft 38, drives the bevel gear E0 of the differential unit 62. The other bevel gear E2 of the unit 62 is driven in an opposite direction by the power output shaft 18 of the engine ill, by an appropriate drive train of gears I l and it, and shafts i8 and 853. The drives for the two bevel gears 18 and iii are arranged so that they are driven at equal speeds in opposite directions when the it and i2 are rotating 7 compensating control handle 6c is in neutral position, i. e.,

86 journalled on the shafts t8 and 8t. Hence,

' the housing 36 is stationary when the bevel gears Hi and T2 are rotating at the same speed, but a difference in speed between the latter causes the housing at to rotate.

Such rotational movements of the housing are used to control the speed of the engine ill, as by a suitable connection, such as the mesh= ing gears 8d, one of which is secured to the housing 89, shaft 98, worm 92, follower stand lever 95, with the butterfly valve $8 in the intake manifold me of the engine. Thus, for example, when the control handle is rotated clockwise from a neutral position, the rack 5 moves to the left, thus speeding up the bevel gear 78 relative to the gear E2 of the differential unit 62. The resulting orbital movement of the pinion gears 82 rotates the housing 85 in a direction to cause the butterfly valve $3 to open more, thus effecting an increase in speed of the engine it. Such speed increase increases the gear Iii relative to the gear $12 of the differential unit 62, so that when the speed of the gear iii equals that of the gear it, further rotation of the housing t5 ceases and the butterfly valve 88 is brought to rest in a position corresponding to that of the control handle to. Likewise, movement of the control handle 6% in a counterclockwise direction, decreases the speed of the engine it.

The speed of the engine i2 is controlled through the differential gear unit 54 by an asso ciated system of shafts, gearing, and levers identical with those described for controlling the speed of engine Hi. The control handle however, effects equal and opposite control of the speeds of the two engines if and 12, so that when one is slowed down, the other is speederl up a proportionate amount. When the control handle 58 is in neutral, both engines run at a predetermined equal speed, for example, one half of their maximum speed, and the powerpack output shaft 28 is stationary. Movement of the control handle 5t out of neutral position, however, causes the shaft 26 to turn in a direction dependent upon whether the control handle 69 is right or left of its neutral position and at a speed proportionate to the extent of movement of the control handle from its neutral position. Hence, the speed of the power-pack output shaft is infinitely variable. The predetermined equal speed of both engines is pre-set into the compensator speed control 38 but may be changed, governor controlled, by varying the speed of the electric motor it or varying the spacing between the rollers 5e and 52 by an extensible rack.

Since a differential gear unit is essentially a torque balancing device, the greater torque of the faster of the two engines i l and i2 acting through the differential unit 32, tends to speed up the slower of the two engines, i. e. increase its speed above the speed thereof effected by the compensating speed control 38. In order to counteract this tendency and to maintain t -e speed of the slower engine at the correct compensated value, each engine drives a torque absorber which may be a loadable hydraulic pump, a loadable electric generator, an adjustable friction brake, or other appropriate means for abspa es:

sorbing or counteracting the speed accelerating torque imparted to the slower engine through the differential unit 32. For illustrative purposes, such torque absorbers are herein shown as friction brake units I62 and IM, operative respectively on the power output shafts I 8' and 2% of the engines I I} and I2.

Each brake unit has a brakedrum- IIiSsplined to the corresponding engine output shaft" and movable axially into frictional engagement with a brake reaction disc I08 rotatably mounted (for reasons later explained) on the output shaft against a thrust collar I It. An anti friction thrust bearing assembly H2 is interposed between the brake disc I88 and the--thrust collar IIB of each. brake unit. Since both brake units I02 and IE5 are controlled in an identical manner by the compensating speed, control 38, a description of the control mechanism for the brake unit H92 will suffice for both.

The brakedrum 5% of the unit. I 02 has a'circurnferential groove H43 in a' reduced portion thereof. One end of a: pivoted lever- IISrides in the groove EI! while the other end of the lever has a follower I I8 riding in a worm I28 on a rotatable shaft I22. Hence, rotation of the shaft I22 in one direction will force the brake drum Ififi against the reaction disc lfi8 to apply a braking force to the engine shaft I8. Meshing gears I25, one of which is fixed to the housing 86 of the differential gear unit 52', efiect rotation of the shaft I22 to apply or releaserthe brake unit H32 in accordance with the direction of rotation of the housing 85. This control mechanism for the brake unit N12 is so arranged that when the speed of the engine It isat the corresponding speed of shaft 53; the brake unit IE2 is not further applied. When, however, the speed of the engine It is above the corresponob ing speed of shaft as, determined by operation'of the control handle. 55, the consequent rotational movements of the housing 86 of the; differential unit 52 act to apply thexbrake unit I82 to a de' gree substantially proportionate to the speed of the engine it above the corresponding speed of shaft 68. In other words, the braking force applied to the engine It), i. e. torque absorption, is respectively increased or decreased substantially in proportion to its speed error-above or below the correct speed determined by the compensator. Since the brake unit Ills is controlled by an identical mechanism connected to the differential gear unit t l, the greater torque of the faster engine will not speedup the: slower above its correct compensated speed; because'the greater torque is counteracted and balanced by the reaction torque of the slower engine and the reaction torque of the torque absorber. Hence, the speed of thepower-pack. output shaft, 25: is correctly governed by the control. handle: 6,6; of the compensating speed control 38.

The linkages, for operating; the throttle and brake are so coordinated that the brake begins to be applied as the throttle approaches the closed position; further a spring or lost motion connection (not shown) is provided in the throttle linkage, in order, toabsorhor eliminate forces, acting on, this, linkage during. the con.- tinued movement of the brakelinkage with the throttle closed.

The governing sheet of the torque of the torque absorbers I92 and IM is supplementedby the action of a constant speed shaft I26, having radial stub shafts I28 mounting the revolving pinion gears I36 of a differential gear unit I32,

the bevel gears I34 and I361of: which are. rotatabl'y mounted on the shaft I 25. One bevel gear I 36 ofthe unit I32 has a gear Iconcentrically'securedi thereto, and driven in a 1-to'-l ratio by: a gear I38 fixed on the power output shaft zll of the engine I2 The other bevel gear I36 of the differential unit I32. has a gear I40 concentrically" secured thereto, drivenv in the same direction as the/gear I35 by an idler gear I42 meshing with. a gear I44 mounted on the power output shaft I8 of the engine If). The gears I45 and I44 are of equal diameter so that the gear I44 drives the gear I40 in a 1-to-1 ratio.

Since the bevel gears I34and I36 of the differential gear unit I32 are driven in the same direction and at the same speed as the power output shafts 2t and i8, respectively, the shaft I26'is rotated'by the revolving orbital gears I36 at a speed proportional to the sum of the speeds of the engines I0 and I2, which sum is constant because of the action. of the compensating speed control 38. Therefore, for the driving ratios shown, the shaft I26 is driven at a constant speed equal" to one half of the sum of the speeds of the engines I 6 and I2.

. Driven by the constant speed shaft I28 is an electric generator I l? which supplies power, by conductors I 48, to the synchronous electric motor 40 employed as a time keeper in the compensator speed control 38. Preferably, a flywheel E5!) is mounted on the shaft I26.

The generator it and/or the flywheel I constitute rotary inertia means that supply an inherent temporary torque reaction for the bevel gears 434 and I 35 of the differential unit I332, so that a change in speed of one engine, either an increase or a decrease, tends to correspondingly decrease or increase the speed of the other engine. Hence, the constant speed rotary inertia means eifects accurate and fast response of the power-pack output shaft as to the movements of. the speedcontrol handle til.

In the operation of the power-pack thus far described which, assuming stationary raise reaction discs It8 is the full equivalent of the power-pack disclosed in the aforementioned copending application, the power-pack output shaft 26 turns at a speed equal to one half speed control 38) and Ed is the equal difierence in speed (R. P. Ms) of either engine from Sp.

, Solution of the above formula shows that the shaft 26 turns at a speed Sd. To perform work, the faster engine delivers a torque T at a speed of Sp+Sd. Because of the differential unit 32, this torque T tends to speed up the slower engine, but the compensator speed control 33 actuates the torque absorber of the slower engine tocounteract the torque T and maintain the speed of the slower engine atthe desired SpSd. Hence, ihisapparent that the slower engine and its torque absorber, in providing a reaction torque t'1 at'a speed of SpSd, absorb'horse power equal Enn 5,252

In a. power-pack of the-type thus far described, with stationary brake reaction members, the following conditions obtain:

1. The reaction torque of the slower engine and its. torque absorber equals thetorque of the, faster engine.

' 2. The'o'utput torque of the shaft 25 equals twice the torque of the faster engine, since the input and output torques of the differential 32 must be balanced and the input torques are composed of the faster engine torque and the equal reaction torque of the slower engine and its torque absorber.

3. Efficiency of the power paclt power output power input T Sf where 55 83 represent the speed of the slower and the faster engines respectively. Expressed in percentage, this formula reduces to equals (accomplished by slowing one engine to its minimum idling speed while speeding up the other a proportionate amount above Sp). This efficiency range is shown graphically by the curve A of the chart shown in Figure 2. This chart shows that the efficiency of the power-pack rises from at zero speed of the output shaft to about 65% at maximum speed, when the slower engine has been slowed to its minimum practical speed.

It is the purpose of this invention to improve the power-pack thus far described, i. (2., with stationary brake reaction members, to obtain 100% efficiency at maximum practical output R. P. NL, i. e. at minimum practical speed of the slower engine.

It can be seen that the loss of efficiency of the power-pack is directly due to the power absorbed in the torque absorber of the slower engine. Such power absorption is directly proportional to the relative speed between the revolving member Hi5 and the stationary reaction member H33 of the torque absorbers H32 and HM. Hence, it can be seen that if the reaction member 198 of the torque absorbers rotates at a constant speed equal to the minimum practical speed of the engines i8 and I2, the efficiency of the power-pack at maximum practical output speed will be 100%. Such result obtains because there could then be no relative speed between the revolving and the reaction members i135 and H38 of the torque ab sorbers and, consequently, no power absorption therein.

These desired results can be approached by providing a drive from the constant speed shaft I for the reaction members hi8 of both torque absorbers IE2 and its to constitute a regenerative system. Thus, the reaction member I08 of the torque absorber Hi2 may be driven in the same direction as the rotating member I05 thereof by a gear I52 on the constant speed shaft i26, meshthe output until shaft 26, to approxirnately 65% at maximum speed of the shaft 26 to stop a power unit completely Iii) ing with an idler I54 that, in turn, meshes with a circumferential series of gear teeth I55 on the reaction member Hi8. Likewise, the reaction member I98 of the torque absorber Ist is driven in the same direction as the rotating member I06 thereof, by a gear I58 on the constant speed shaft I26, meshing with a circumferential series of gear teeth I60 on the reaction member. The drive ratios 1" for both reaction members I03 should, of course, be equal, and in the present instance are shown as 2 to l, i. e. gear ltfa is half the diameter of gear I56, and gear IE8 is half the diameter of gear liifi, that is 1' equals 2.

Thus, when the torque absorber of the slower engine is absorbing a torque Tta, a torque is transmitted by the gears driving the torque absorber reaction member I08 to the constant speed shaft I26 and thence to the pinion gears I36 of the differential unit I32. Since this unit I32 is a torque balancing device, the torque &

is split equally to apply through the gears I40, I42 and M4 a torque 2r to shaft I8 and, through the gears I36 and I38, a torque to shaft 20. Assuming that engine I2 is the slower of the two, the torque Tta applied to the shaft 20 is a component of the torque being absorbed in the torque absorber I95, while the torque Tia applied to the shaft I8 adds to the torque of the fast engine I0. Hence, the torque applied by the shaft I8, through gears I4 and 22, to the bevel gear 28 of the differential unit 32 is Tia where Te is the torque of the engine II). Since the differential unit 32 is a torque balancing device, a torque Te plus Tto Te plus is applied therethrough, and through the gears 24 and Hi, to the shaft 20. The total torque entering the brake I04 is therefore Te plus plus torque absorber torque Tia equals Te plus Solving the equation for Tta shows that r- 1 2. Torque applied to the differential unit 32 by the output shaft of the faster engine equals the torque of the faster engine plus torque absorber torque Tta equals Te( 3. Power-pack output torque equals twice the torque applied by the shaft of the faster engine to the differential unit 32, or

r l 4. Efficiency in percent equals power output 100x power input (SE88) TeXSf Hence, by properly selecting the ratio 1', the efficiency of a power-pack embodying this invention may be adjusted to equal 100% at any desired output speed, neglecting the unrecoverable torque absorbed in the idling i. e. slower engine (friction horsepower) and various other power losses typical of engine and transmission units. A typical efiiciency curve B for the improved power-pack, using 1' equals 2, is shown in the chart of Figure 2. It will be seen that at maximum practical output speed of the power-pack, its efficiency is 100%, again neglecting the unrecoverable torque absorbed in the idling i. e. slower engine (friction horsepower) and various other power losses typical of engine and transmission units.

It will be realized that various changes may be made in the specific example shown and described for the purpose of disclosing this invention without departing from the principles thereof. Therefore, this invention includes all modifications encompassed within the spirit and scope of the following claims.

Iclaim:

1. A variable speed and direction power drive comprising: a pair of power units; a differential gear unit having opposite gears and an orbital gear with said opposite gears connected to said power units for drive thereby in opposit directions and for power takeofi from said orbital gear; compensator means associated with said power units for selectively changing their speed equally and oppositely from a predetermined equal speed; a pair of adjustable torque absorblOOX which reduces to:

ers each driven by one of said power units and both connected to said compensator means for varying the torque absorption of each absorber in accordance with the output of the driving power unit, each said absorber having a rotatable reaction member; and gear means for regeneratively adding at least a part of the reaction torque of each said absorber to the output torque of said orbital gear.

2. The structure defined in claim 1 in which the power units are twin internal combustion engines.

3. The structure defined in claim 1 in which each torque absorber is adjustable by the compensator means for increase of torque absorption, substantially proportional to the decrease of the speed of the driving power unit below its said predetermined speed.

4. The structure defined in claim 1 in which the torque absorption of each absorber is substantially zero at the said predetermined speed of the units.

5. A variable speed and direction power drive comprising: a pair of power units, a difierential gear unit having opposite gears and an orbital gear with said opposite gears connected to said power units for drive thereby in opposite directions and for power takeoff from said orbital gear; compensator means associated with said power units for selectively changing their speed equally and oppositely from a predetermined equal speed; a pair of torque absorbers each driven by one of said power units and both connected to said compensator means for varying the torque absorption of each absorber substantially in proportion to the decrease of the speed of the driving power unit below its said predetermined speed, each of said absorbers having a rotatable reaction member; a second differential gear unit having opposite gears and an orbital gear with said second difierential opposite gears connected to said power units for drive thereby in the same direction to impart a constant speed to said orbital gear of said second differential unit; and a driving connection be tween said orbital gear of said second difierential gear unit and the rotatable reaction member of each torque absorber.

6. The structure defined in claim 5, including inertia means driven by the orbital gear of the second differential gear unit.

7. The structure defined in claim 5, including an electric generator driven by the orbital gear of the second differential gear unit; and a synchronous electric motor powered by said generator included in the compensator means as a constant speed reference therefor.

8. A structure according to claim 1, provided with means for varying the predetermined equal speed.

9. A structure according to claim 5, provided with means for varying the predetermined equal speed.

PAGE MARS'ION SCHMITT.

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